Fire extinguishing system for ships



May 12, 1942. J. EDMUNDSON- FIRE EXTINGUISHING SYSTEM FOR SHIPS FiledNov. 16, 1938 Patented May 12, 1942 V UNITED STATES 4 Claims.

This invention relates to a fire extinguishing system for water craft,particularly craft of the larger types, such as freight or cargovessels, passenger liners and the like.

Modern construction of large freight boats, passenger liners and thelike calls for fire extinguishing systems of the mostefficient type. Anexample of a system over which the present invention constitutes animprovement is one wherein a non-combustible gas, such as carbon dioxide(CO2) is carried in cylinders having suitable controlling valves andpiping whereby the smothering or extinguishing gas maybe released intothe hold or cargo compartment to smother the flames without damaging thecargo. In conjunction with these cylinders and meeting piping, there isprovided an alarm system through the medium of which a fire in any partof the ship may be immediately detected.

An objectionable factor in this type of fire extinguishing system is theweight incident to carrying the carbon dioxide or analogous gas, sincethe same is stored in cylinders which must be sufliciently strong towithstand the pressure, and the labor and expense incident totransporting and recharging the relatively large number of cylinders orcontainers required in theopera'tio'n of the system.

In modern ship construction, the underwater portion of the hull of theshipis generally built which are utilized for storing fuel oil, butwhich a system of the type specified utilizing a simple, yet highlyefficient means for automatically releasing a smothering gas into aholder analogous compartment occupied by cargo, upon a certain thosecarrying a sufficient amount of oxygen to" support combustion, beingfirst released or withdrawn from the burning compartment.

Another object is to provide a new gas for fire extinguishing systemswhich is economical, light in weight; and washeretcfore considered aWaste product. I

The foregoing and other'objects and advantages will become apparent inview of the following description taken in conjunction with the drawing,wherein: Fig. 1 is -a view principally in longitudinal section of aportion of a cargo or freight vessel having the improved systemoperatively associated therewith;

in the main are empty andconstitute wastespace,

pressure is utilized as a storage means for a noncombustible gas whichis preferably lighter than air and therefore has a buoyant effect inaddition to itsfire extinguishing function. In conjunction with thisarrangement, fire extinguishing apparatus is provided wherebythe-smothering gas may be released and selectively directed into anycompartment or compartments of the vessel wherein a fire may occur.

Another object of the invention is to provide Fig. 2' is a transversesection taken substantially on the line 2-2 Fig. 1; and

Fig. 3 is a detail View of an automatic gas releasing device and plug-invalve therefor.

Referring to the drawing in detail, the ship illustrated includes onlythe essentials requisite to an adequateunderstanding of the presentinvention,-no attempt being made to show'the various decks and likecompartments in the hull or the super structure supported by the hull.The ship is provided with an outside Wall 5, a false bottom -6,-and anintermediate wall '1. The wall 6 is provided with a plurality oftransverse partitions 8 and preferably, but not necessarily, alongitudinal partition wall 9,thereby dividing the under-water portionof the ship bottom into a plurality of compartments [0 and Ilia,preferably extending part way up the inner sides of the hull.Between'the intermediate wall I and the outer wall5 are a relativelylarge number ofcells or water tight compartments H which may or may notbe utilized as a means for storing a. noncombustible gas, fuel oil orthe like. However, the present system preferably'utilizes both thelarger compartments l9 and Illa and the smaller cells orcompartments H,except those'that are actually occupied by fuel oil or some othermedium.

The interior of the hull, or the hold, is provided with a plurality ofbulkheads l2, dividing the hold into a series of compartments in theusual manner. Some of these compartments may be utilized in storingfreight, assuming the ship is a freighter, and others may be utilized asliving quarters or in any other desired manner. Each bulkhead ispreferably comprised of spaced walls of airtight construction providingan intervening space l3 which in the present invention also constitutesa storage space for a non-combustible gas.

In order that the non-combustible gases stored in the compartments I andIlla and bulkhead compartments l3 may be utilized in whole or in partwhenever desired, means are provided for selectively directing thenon-combustible gases to a common header and from thence to anyparticular ship compartment or portion of the hold in which a fire mayoccur. One example of such means is to provide pipe lines l4 and 15leading from the compartments l0 and la upwardly along the sides ofthehull to common headers l6 and l6a, each pipe line l being providedwith a valve l1 controlling admission of gases from the line l5 into thecommon header IE or 16a.

Each of the bulkhead compartments l3 communicates with the common headerthrough pipe line 18 provided with a valve l9.

It will be seen that through the medium of the controlling valves l1 andI9 any non-combustible gases under pressure in the compartments [0,Illa. and/or l3 may be directed at will into the common header I6.

Means are provided whereby gases from the header l6 may be withdrawn atwill and directed into any of the cargo compartments, said means in theexample shown comprising a series of pipe lines 20, each provided with avalve 2|. At the point where the lines 20 enter the respective cargocompartments, said lines are each pro-' vided with a plug-in valve 22.These valves may be of any suitable type which will release a gas underpressure when a suitable valve member is plugged into the valve proper,such for in stance as the conventional air valve utilized in pneumatictires only on a larger scale. One of the valves 22 is shown in Fig. 3.In this example, a bayonet or clamp joint 22a is utilized for lockingthe valve bodies together, valve member 22b being unseated through thisclamping action.

In order that the gases may be released automatically onto a burningcargo, or into the compartment in which the cargo is loaded, I provide amember 23 formed in whole or in part of a material which will rupture orbreak upon being subjected to a certain predetermined temperature, thesaid member also preferably, but not necessarily, being flexible inorder to facilitate handling and positioning thereof. Connected to thismember is a flexible tube 24 having a valve member thereon which may beplugged in any one of the valves 22 and thereby release the gases fromthe common header into the member 23. In the event a fire breaks out inthe cargo or the compartment containing the cargo, or in the event thesaid compartment reaches a dangerous temperature, the member 23 willautomatically rupture, or a portion of its wall fuse, therebyautomatically releasing the gases into the compartment. Since thismember is connected to the plug-in valve through the mediumv of flexibletubing 24, it may be disposed at varying levels in accordance with theheight of the cargo. In the event the cargo is of a fluid nature, themember 23 will float thereon and always remain at the top surfacethereof.

After a fire has broken out in any one of the cargo compartments, thecombustible gases therein or those containing sufficient oxygen tosupport combustion, may be released through a pipe line 25 communicatingwith a test chamber 26 having therein a signal light 26a, a controlvalve 21 being provided in line 25. Assuming the pressure in the cargocompartment is greater than atmospheric pressure, valve 21 may be turnedto permit the gases to flow through the test chamber and then out intothe atmosphere, the light 26a. continuing to burn so long as there issufiicient oxygen in the escaping gases to support combustion. Thesegases are forced out either by excessive heat in the cargo compartment,or through the admission of non-combustible gases therein.

When the light 26a indicates that the escaping gases will no longersupport combustion, the valve 21 is preferably closed and valve 28opened, permitting the non-combustible or smothering gases to fiowthrough pipe line 29 into cooling chamber 30, returning through line 3|fan 32 and thence through line 3Ia. back to the cargo compartment. Inthis manner, the gases may be circulated in a continuous cycle so longas the fire continues to burn in the cargo compartment.

In order to charge the various compartments I0, I00, and/or l3, valves33 are provided in headers l6, lBa which maybe constructed in a mannersuch that when a charging plug is attached to the valve and fluidpressure applied through the plug, the valve will automatically unseat.If desired, the entire group of compartments may be chargedsimultaneously through the common headers l6 and Him or any selectednumber charged, by proper manipulation of control valves [1, l9, 2|.

In certain instances, it may be desired to store a non-combustible gasunder, say, 1 to 2 atmospheric pressures in the cargo compartment afterthe latter has been loaded. This may be especially desirable in shipsthat have already been constructed and which may not have airtightcompartments similar to those indicated at H), Mia and I3. In order. tocarry out this method, the hatchway of each cargo compartment may beprovided with a sealed cover 24 having therein a release valve 35. Afterthe compartment has been loaded, the air may be withdrawn through valve35 and then non-combustible gases admitted into the compartment from thecommon headers [6, [6a, or the compartment may be charged through thesame valve from which air had been withdrawn from the compartment. Bythis method, there will always be a non-combustible smothering gas inthe loaded cargo compartment serving as a preventative against fire.

The operation of the system will be obvious. In the event fire breaksout in any one of these holds or cargo compartments, 2. non-inflammableor non-combustible gas from any one or more of the compartments l0, Illaor I3 may be directed thereinto, the inflammable gases or those havingsufficient oxygen to support combustion, having previously beenexhausted through the line 25 and test chamber 26. In the event thecirculating apparatus comprising the lines 25, 29, cooling compartment30 and return lines 3|, 3| a are the cargo compartments, thenon-inflammable or smothering gases may be admitted directly into therespective cargo compartments having a fire therein and the gases whichwill support combustion simultaneously withdrawn therefrom, thesmothering action of the gases being depended upon to put out the fire.

If deoxygenated air is used in the compartments I0, Illa, l3 the weightof the air will be lighter than the air it replaces, thereby providing abuoyant effect and rendering the ship as a whole lighter in weight. Ifcarbon dioxide gas, or a mixture containing carbon dioxide is used, thegas will be heavier than the air it replaces, but the ship still willnot be as heavy as where the gas is carried in separate containers.

A desirable type of non-combustible gas for use in the compartments l0,Illa and I3, or to be charged directly into any one of the cargocompartments, are those from a lime kiln. A chemical analysis of suchgases shows approximately the following elements: carbon dioxide 25%,oxygen 4%, and the remainder nitrogen. That portion of the gas havingcarbon dioxide therein may be cleaned and dehumidified, and if desired,the carbon dioxide gas may be used as a byproduct and converted into dryice and the remaining mixture used in the cargo compartment. In thelatter event there would be some oxygen present in the gas but notsufficient to support combustion. The advantage in using lime kiln gasesis primarily based on economy since these gases at present constitute awaste product.

While gases from a lime kiln are specifically cited, other combustiongases may be used. For example, the waste gases from dry ice plants maybe utilized after the carbon dioxide has been removed in the manufactureof the ice. One advantage in first extracting carbon dioxide is that thegas is thereby rendered lighter in weight. Since the gases aredeoxidized, the chances of oxidation or rust of iron or metal with whichthe gases may contact, as well as the decaying or deterioration of woodor other material are reduced.

It will be understood that the system and apparatus used to carry outthe system may be varied within certain limits without departing fromthe spirit or scope of the invention as defined by the appended claims.

I claim:

.1. In a marine vessel having cargo compartments and a hull providedwith an outer wall throughout a substantial portion of its bottom areaand an inner false bottom wall spaced from said outer wall andcoextensive therewith, partitions interconnecting said walls andproviding a series of hollow gas-tight compartments, an

anhydrous fire-smothering gas under pressure within said lattercompartments, said gas being lighter than air at correspondingpressures, conduits interconnecting said gas compartments and said cargocompartments and said conduits being provided with control valveswhereby said gas may be released under its pressure and selectivelydirected into any one or more of said cargo compartments.

2. In a marine vessel having cargo compartments and a hull provided withan outer wall throughout a substantial portion of its bottom 7 area andan inner false bottom wall spaced from said outer .wall and coextensivetherewith, partitions interconnecting said walls and providing a seriesof hollow gas-tight compartments, an

chamber and provided with control valves whereby gas may be withdrawnfrom said cargo compartments and tested, said conduit system havingforced draft means for recirculating the gases in,

the cargo compartment in the event the test shows the gases will notsupport combustion.

3. A fire extinguishing system for use in the compartment of a marinevessel containing combustible cargo comprising, in combination with asource of fire smothering gas under pressure, a pipe line leading fromsaid source to said compartment, said pipe line being provided with aplug-in valve at the point where it enters the compartment including avalve member which when seated closes said conduit against escape of gasinto said compartment, a hollow gas-tight member in said compartmentadapted to rest on the top of the cargo and float upon the surface ofthe latter if it be liquid, a flexible conduit connected to saidgas-tight member and provided with a member adapted to be plugged intosaid valve and automatically unseat said valve member and release gasinto said gas-tight member, said flexible conduit permitting the saidgastight member to rise and fall with the cargo, said gas-tight memberbeing formed of material which will rupture when subjected to apredetermined temperature to thereby automatically releasefire-smothering gas into the compartment.

4. In a marine vessel having cargo compartments and a hull provided withan outer wall throughout a substantial portion of its bottom areaand aninner false bottom wall spaced from said outer wall and coextensivetherewith, partitions interconnecting said walls and providing a seriesof hollow gas-tight compartments, a mixture of fire-smothering gasesunder pressure within said latter compartments, said gases being lighterthan air at corresponding pressures, conduits interconnecting said gascompartments and said cargo compartments and said conduits beingprovided with control valves whereby said gases may be released underinherent pressure and selectively directed into any one or more of saidcargo compartments.

J ERONE EDMUNDSON.

